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' G. PARDY.

' 3 sheets-'snm '1.

MEANS BOR PROPBLLING RAILWAY GARS.

' Patent-ed Septil', T8815.

nmuiwuium in i 3 Sheets-Sheet 2.

(No Model.)

G. PARDY. MEANS FOR PROPELLING RAILWAYGARS. No. 326,144.

Ilarsented Sept. 15,1885.

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g Nrrnn STATES vPATENTv OFFICE.`

'GEORGE PARDY, OF SAN FRANCISCO, CALIFORNIA.

MEANS FOR .PROPELLING RAILWAY-CARS.

stencil-remmen forming part or Letters Patent No, '$26,144. dated september 15, lees.Y

` Application filed June 5, 1884. (No model.)

To @ZZ whom t may concern.-

Be it known that I, GEORGE PARDY. a resi- `dent of San Francisco, State of California,

have invented Improvements in Means for Propelling RailwayCars, of which the following is a specification.

My invention relates to a new and useful system of operating street-railroads with compressed air, and has for its object, rst, to provide a practical method by which the air may be used at lower pressures than heretofore, so as to acquire all the advantagesof economy, safety, convenience, the non-formation of ice in exhausting, and increased eftlciencygenerally; second, to provide for the` reduction of the weight and bulkincss of the motor, so as to make practical the application of compressed air as a motive power to `operate engines on roads having light traffic but frequent trips, and which could not be run with prot with such heavy and cumbersome machinery as is required when the motors are charged to run long distances..

My invention consists, mainly, in theapplication of a storage and charging pipe which,

carries the air below the surface of the roadfy bed all along the route, contiguous to the track, and which, through a system of valves attached to this pipe, closely set together, within or near the track, is made practically (and absolutely, if needed) available for tapping to take a supply therefrom to replenish the receivers upon the car at any and all points in the route; or, in other words, the system is so arranged that the car isnever removed from its source of supply, and has no determined distance totravel with each charge, and may therefore be constructed so as to have the minimum capacity both as to storage-room and pressure of the air, instead of the maximum,'as when the length of the journey to the `charge is absolute and fixed.

Compressed-air motors have been run a definite distance without replenishing, as from end to end of the route and back; and suggestions have been made to run from station to station, using a pipe-connection between; but in allcases provisions had to be madeforcarrying the heaviest possible load of passengers under the most adverse circumstances likely to occur, such as those arising from very frequent stopp`ages,`bad` condition of the track,

nected with relling was inconvenient andV required much time to operate, it followed that the operation could not in practice be frequently repeated, and that the relling-stations should be far apart, the stored air maintained at a high pressu re,and the motor given so large a storage capacity as to be cumbersome and unwieldy and costly to operate and maintain, making the difficulties surrounding 4the use of compressed air as a motive power for street-railways prevent its general adoption. No practical system has ever been devised, Vso far as I am aware, by which the motor could be resupplied with air at any and all points in t-he route, bywhich the comparatively low pressure of air was made effectual, and by which the greatA bulkiuess of the motors was so sensibly reduced.

weight of the load and the contingencies of the ble of traveling without having recourse to the supply-pipe, constantly at hand, no definite stopping-places are ordinarily necessary. In fact, those stoppages only which are of necessity caused-by taking on and letting off passengers or loading or unloading freight are the onlypones which I propose to make, itbeing calculated that these will be ample, in most cases, to give the required opportunity to replenish the receivers. Of course where, under this system, the great reductions of the weight of the motor brings us into the difficulty of not having sufficient adhesion to the wheels are used as drivers, sufficientpower to go up grades or to haul other cars behind it, some provision must be made to overcome the difficulty; otherwise much of the usefulness of the plan would be destroyed. Therefore, whenever the conditions demand it, 4I shall provide a central slotted track between the rails, on top of which l will run drivingwheels, and below this track, `in av channelway, other wheels, to be drawn up tightly by will-be gripped with more or less force between the faces of the upper and lower wheels,

track to give the machine. when the carrying-V In the present invention the maximum `trip do not control, but have only the effect of limiting the distancethe motor will be capa- IOO levers in such manner as that the track itself f in the act of relling.

thus acqriring all the adhesion that may be necessary.

In the accompanying three sheets of drawings, forming part of my specification, Figure l is a side elevation of my motor with the near wheels removed so as to show the enginecylinders, and including a sectional view of the channel-way and supply-pipe below the track. Fig. 2 is a plan view. Fig. 3 is a cross-section of the channel-way, drivingwheels, and a part of the motor, so as to show its relation to the other parts. Fig.' 4 is an enlarged sectional View of the valvular outlet from the main pipe and the valvular end of the relling-nozzle, both coupled together, as Fig. 5 is an enlarged side view of the driving and gripping wheels. Fig. 6 is a sectional elevation of the same. Fig. 7 is a diagrammatic plan of the supplypipe, with its cocks and valves, and the compressing-engines.

In all the gures like letters of reference represent like parts.

A, Fig. l, is a motor constructed as an open car, after the style of the cable-road dummies. The air-receivers B are placed under the seats C, and are indicated by circles in Fig. 3 and dotted lines, Figs. 1 and 2. From these receivers, which are connected together by a pipe, D, a hose-connection, E, is made which terminates in a metal nozzle, F, in the end of which is fitted a valve, G, opening-inwardly and closed by a spring and the pressure in the receivers B. (See Fig. 4.)

His a pipe, preferably laid underground, near the track, large enough to have in itself storage capacity sufiicient to insure that the drawing off of each charge for the motors will not greatly decrease the pressure-ive to six inches diameter for roads running cars five minutes apart-while it should never be less than four inches diameter, the larger the pipe within the limits the better. This pipe is provided with right-anglebranches-sayevery three hundred feet, more or less-which lead to the center of the track and terminate in valvular outlets I, having an inwardly-opening valve similar to the one on the end of the nozzle; also held closed by the pressure behind it and a spring. When the nozzle is coupled to the outlet of the pipe, the stems of the two valves meet and are pressed apart by the operator, and the air passes through from the main into the receivers on the motor. In the act of uncoupling the nozzle the two valves spring together again, and both the nozzle and outlet from the main are tightly closed. The nozzle is subject to an upward pressure, tending to blow it out of the chamber I as soon as the valve of the main opens, and to prevent this the nozzle must be locked down when filling. I show a projection, L, in dotted lines in' Fig. 4, attached to the nozzle. This inserts under a lip, M, on the outlet of the main, which lip is slightly inclined, so that by giving the nozzle a slight turn j ust before the end ofthe nozzle becomes seated the valves will be spread apart by the action. There is nothing, however, absolutely material and indispensable in the construction of the nozzle or underground valve in the operation of this system. Various devices may be used. All that is necessary is that the connection with the mainshall be quickly made in a convenient manner. Where these valvular outlets occur in the main, I propose, if found necessary or desirable, to place reservoirs K, so that a great volume of air may be immediately at hand to draw from and a quicker operation in replenishing the receivers will be effected. When the route is a long one, and it is desirable to avoid stopping the entire line, when the service-pipe gets out of order, there may be compressing-engines at both ends of the line, so that a leaking portion of the pipe may be cut out by stop-valves until the repairs are done. With this arrangement two pressures may be used- 21s, for instance, if the grades are heavy at one end of the route, the pressure may be, say, one hundred pounds per square inch, while at the other end, if the grades be lighter, it may be sufficient to carry sixty pounds pressure. Astop-valve will intervene between the two pressures. Stop-valves should be placed at frequent intervals on the pipe to give facilities for locating leakages.

N N are the air-engine. cylinders. They connect in ordinary manner with the driving wheels O O, when these arek used, otherwise they will connect directly with the carryingwheels or their axles. The wheels O O are supported on a strong axle, I), which is borne in boxes Q, supported on thehanger R, which in turn is carried on the axles of the carryingwheels. Under these driving-wheels are the grip-wheels S, which run in a channel-way, T, made of channel-irons, set edge to edge, with a space between at top. (See Figs. 2 and 5 On the axle of the grip-wheels, and between them, is a lever, U, which is forked at its upper end, and straddles the axle of the drivers so as to connect above to the hand-lever V. This hand-lever has its fulcrum on the axle of the driving-wheels, as shown, and its for-ward and backward movement effects, through the lever U, a gripping of or releasing of the wheels S from the channel-irons. The ordinary notched quadrant and pawl (shown at W) is used to hold the lever V when set. In front of the drivers may be a wire brush, X, to keep the track clean, for obstructions of any size would cause damage. It may be necessary to provide for some spring in the drivers when obstructions occur-as, for instance, let the drivers have a rubber ring between periphery and hub. This construction is not shown, for it is not thought to be necessary. If proper attention is paid to obtaining even thickness of channel-iron all along the route, no dit'ticulty will occur.

The system of operating is as follows: The

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' closing automatically.

storage and supply pipe being lled with air, say, at a pressure of one hundred pounds per square inch, the motors receivers are filled therefrom at the depot at full pressure on starting out. As it proceeds on its' trip the air is used in the engines either at full press ure direct from the receivers, or maybe reduced to, say, thirty pounds by passing it through the commonly-known reducing-valve. When the conductor strikes the bell'to stop for a passenger to get on or oft' the car, the engineer stops at just where the next valve ot' the supply-pipe is located, or, at least, within a few feet thereof'. He then takes down his feeding-nozzle and connects it with one of the valved` outlets of the supply-pipe, previously removing its cover, (the cover may be made to lmove automatically, if preferred,) the air rushes through the pipe to ll the receivers until the bells sound again to start, whenthe nozzle is taken up and replaced on its stand, the valve in the outlet and nozzle The engineer need not wait to get the iinal few pounds of pressure, but may start again with such pressure as he has obtained. In this way no unnecessary delay occurs. rIhe floor upon which theengineer stands has a narrow slotted Ahole in it several feet long to allow the nozzle to be passed through to get at the valved outlets below it. The car or motor need not be required to travel over six or eight blocks, or

l even a less distance, where stops are frequent.

Usually the ordinances of cities and towns require the cars to stop only at crossings. In such cases the valves need only 4be placed there, though they may be placed every hundred feet (more or less) if the cars are permitted to stop between crossings, for it is desirable to be able to rell the receivers during every stop, so as to have great pressure when starting.

Several suggestions have been made to op erat-e street-railroads with compressed air car-` ried in a pipe near the track. Someof these have been totally impracticable, and none have included within their scope the system herein proposed.

The method herein described and the means for effecting adhesion to the track form subjects-matter of claims in Divisions B and O, filed January 26, 1885, Serial Nos. 156,47 8 and 156,479. 4

What I claim as my invention is- 1. In pneumaticl railways, the combination of astorage and supply conduit provided with numerous valved outlets contiguous to the track, and means for connecting said outlets with the receivers on the motor, substantially as described, whereby the receiver may be replenished with compressed air at substantially any point along the route within the periods of rest occurring when loading or unloading passengers or freight.

2. In pneumatic railroads, the combination, l

lwith a storage and supply pipe conveying compressed air along the route contiguous to the track, of valved outlets placed below the track, connected with said pipe and arranged so as to be accessible to refill' the receivers on the motor at intermediate points on theroute,

`substantially as and for the purpose herein described.

3. In pneumatic street-railroads, the com bination of a storageland supply pipe conveying compressed air along the `route contiguous to the track, a series of underground valvular outlets attached thereto, and a tleXible pi pe-connection with the receiverson the motor arranged so as to be coupled with the valvular outlets, substantially as and `for `the.

purpose described. v t

4. In pneumatic street-railroads, the combination of astorage and supply pipe conveying compressed air along the route, aseries of underground valvular outlets therefrom and suitable mechanism, substantially as described, to connect said outlets with there,

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lets being adapted to be opened by the act of connecting the pipe with the outlet and closed automatically whenl thepipe is withdrawn, substantially as described.

7. In pneumaticrailways, the combination of a storage and supply conduit provided with valved outletsand a flexible connection for filling the receiver ona motor adapted to be connected to the outlets, both of which being provided with valves which are unseated by the act of attaching `or connecting and .ICS

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closed automatically when disconnected, sub-A stantially as shown.

8. In pneumatic railways a low-pressure storing and supplyconduit provided with auxiliary storage reservoirs adjacent to the conduit, as set forth. y

9. In pneumatic railways, the combination i of an air-pipe passing along the route and having valved outlets between the rails, a motor having an air-receiver and an elongated opening in its iiooring, and a tubular connection with said receiver adapted to be passed through said 'opening to -connect with said valved outlets in Vthe act of replenishing the motor with air.

` 10. In pneumatic railways having a supply and storage pipe contiguous thereto, and a motor having an air-storage tank, a tubular valved connection attached to said tank and adapted to be connected with valved outlets on said pipe by an attendant standing upon the motor While said motor is at rest.

11. In pneumatic railways having asupply and storage pipe contiguous thereto, and a motor having an air-storage tank, a tubular connection attached to the tank, having an automatic valve therein, and adapted to be connected with valved outlets on said pipe by an attendant standing upon the motor While said motor is at rest.

12. In pneumatic railways having a supply and storage pipe contiguous thereto, and a motor having an air-storage tank, a tubular valved connection attached to said tank and adapted to be connected with an automatic valve on said pipe by an attendant standing upon the motor While said motor is at rest.

13. In pneumatic railways having a supply and storage pipe contiguous thereto, and a motor having an airstorage tank, a tubular connection with said tank provided with an automatic valve and adapted to be connected With an automatic valve on said supplypipe .l

by an attendant standing upon the motor while said motor is at rest.

14. In pneu matic street-surface railways, an air supply and storage pipe passing along the route, having valved outlets therefrom at intermediate points placed below the road-bed,

GEORGE PARDY.

Witnesses:

R. P. HAMMOND, Jr., WM. MITCHELL. 

